JPS62228645A - V-type engine - Google Patents
V-type engineInfo
- Publication number
- JPS62228645A JPS62228645A JP7183786A JP7183786A JPS62228645A JP S62228645 A JPS62228645 A JP S62228645A JP 7183786 A JP7183786 A JP 7183786A JP 7183786 A JP7183786 A JP 7183786A JP S62228645 A JPS62228645 A JP S62228645A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- cylinder
- exhaust
- bank
- cylinder head
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/221—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinder banks in narrow V-arrangement, having a single cylinder head
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は複数のシリンダを挟角Ｖ型に配置した挟角■型
エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a closed-angle type engine in which a plurality of cylinders are arranged in a closed-angle V-shape.
（従来技術）
従来、一般にＶ型エンジンの左右のバンク間の開角は６
０〜９０”程度に大きく形成され、左右バンクには夫々
シリンダヘッドが個別に設けられている。(Prior art) Conventionally, the opening angle between the left and right banks of a V-type engine was generally 6.
The cylinder head is formed to have a large size of about 0 to 90 inches, and cylinder heads are individually provided on the left and right banks.
ところで、Ｖ型エンジンの幅を小さくし、シリンダブロ
ック及びシリンダヘッドの小型化を図るため左右バンク
間の開角を約１５〜２５°程度に挟角化し、左右バンク
のシリンダヘッドを一体化した挟角■型エンジンは既に
公知のものである。By the way, in order to reduce the width of the V-type engine and to downsize the cylinder block and cylinder head, the opening angle between the left and right banks is narrowed to about 15 to 25 degrees, and the cylinder heads of the left and right banks are integrated. Square type engines are already known.
例えば、実開昭５６−７９６２７号公報には、立型４気
筒挟角■型エンジンであって、シリンダヘッドの４本の
吸気ポートをシリンダヘッドの一方の外側部へ延しまた
４本の排気ポートをシリンダヘッドの他方の外側部へ延
し、シリンダヘッドの一側部に吸気マニホールドを接続
しまたシリンダヘッドの他側部に排気マニホールドを接
続した挟角■型エンジンが記載されている。For example, Japanese Utility Model Application Publication No. 56-79627 discloses a vertical four-cylinder narrow angle type engine, in which four intake ports of the cylinder head extend to one outer side of the cylinder head, and four exhaust ports extend to the outside of one side of the cylinder head. A narrow square type engine is described in which a port extends to the other outer side of the cylinder head, an intake manifold is connected to one side of the cylinder head, and an exhaust manifold is connected to the other side of the cylinder head.
（発明が解決しようとする問題点）
上記公報に記載された挟角Ｖ型エンジンにおいては、全
部の吸気ボートをシリンダヘッドの一側部へ延しまた全
部の排気ポートをシリンダヘッドの他側部へ延した構造
になっているので、吸気ボート及び排気ポートの長さ及
び形状が気筒毎に変化し、気筒によっては非常に短かい
吸気ボートとなる関係上、吸気慣性で吸気効率を高める
ために吸気マニホールドが必然的にある程度大型化する
だけでなく、全部の気筒への吸気特性及び排気特性を一
定にすることが出来ないので気筒間の出力のバラツキが
生じるという問題がある。(Problems to be Solved by the Invention) In the narrow-angle V-type engine described in the above publication, all intake boats extend to one side of the cylinder head, and all exhaust ports extend to the other side of the cylinder head. Because of the extended structure, the length and shape of the intake boat and exhaust port vary from cylinder to cylinder, and some cylinders have very short intake boats. There is a problem in that not only does the intake manifold necessarily become larger to some extent, but also that the intake characteristics and exhaust characteristics to all cylinders cannot be made constant, resulting in variations in output between cylinders.
そして、動弁機構を簡単化する為の配慮が全くなされて
いないので、各バンク毎に少なくとも１本のカム軸が必
要となり、動弁機構を簡単化することが困難である。Further, since no consideration has been given to simplifying the valve mechanism, at least one camshaft is required for each bank, making it difficult to simplify the valve mechanism.
（問題点を解決するための手段）
本発明に係るＶ型エンジンは、複数のシリンダを挟角Ｖ
型に配置し、左右バンクで共通のシリンダヘッド部を形
成するとともに、シリンダヘッド部に形成される吸気ボ
ート及び排気ポートのシリンダ開口部を同一バンクにお
いて１列に出力軸方向に配置したＶ型エンジンにおいて
、上記開口部を開閉する吸気弁及び排気弁を、同一バン
クにおいてリフト方向が同一方向となるように配置する
とともに、上記吸気ボート及び排気ポートの少なくとも
一方が、上記シリンダ開口部より該開口部を備えるバン
クと反対側バンクサイドに延びてシリンダヘッド部外側
に開口しているものである。(Means for Solving the Problems) The V-type engine according to the present invention has a plurality of cylinders arranged at an included angle V.
A V-type engine in which the left and right banks have a common cylinder head, and the intake boats and exhaust port cylinder openings formed in the cylinder head are arranged in a row in the same bank in the direction of the output shaft. The intake valve and the exhaust valve that open and close the opening are arranged in the same bank so that their lift directions are the same, and at least one of the intake boat and the exhaust port is located closer to the opening than the cylinder opening. The cylinder head extends to the opposite side of the bank and is open to the outside of the cylinder head.
（作用）
本発明に係る■型エンジンにおいては、吸気ボート及び
排気ポートのシリンダ開口部を同一バンクにおいて１列
に出力軸方向に配置し、吸気弁及び排気弁を同一バンク
においてリフト方向が同一方向となるように配置するの
で、各バンクの吸気弁及び排気弁を１本のカム軸で直接
駆動するようにしたりまた左右のバンクの吸気弁及び排
気弁を１木の共通のカム軸で直接駆動するように構成す
ることが可能となり、動弁機構が著しく簡単化する。(Function) In the type III engine according to the present invention, the cylinder openings of the intake boat and the exhaust port are arranged in the same bank in one row in the output shaft direction, and the intake valve and the exhaust valve are arranged in the same bank with the lift direction in the same direction. Therefore, the intake valves and exhaust valves of each bank can be directly driven by one camshaft, and the intake valves and exhaust valves of the left and right banks can be directly driven by one common camshaft. This makes it possible to configure the valve train so that the valve operating mechanism is significantly simplified.
更に、吸気ボート及び排気ポートの少なくとも一方が、
シリンダ開口部より該開口部を備えるバンクと反対側バ
ンクサイドに延びてシリンダヘッド部外側に開口するの
で、シリンダヘッド部内における吸気ボート及び／又は
排気ポートの長さが長くなり、また吸気ボート及び／又
は排気ポートの長さ・形状が全部の気筒について略等し
くなる。Furthermore, at least one of the intake boat and the exhaust port,
Since the cylinder opening extends to the bank side opposite to the bank including the opening and opens to the outside of the cylinder head, the length of the intake boat and/or exhaust port in the cylinder head increases, and the length of the intake boat and/or exhaust port in the cylinder head increases. Alternatively, the length and shape of the exhaust ports are approximately equal for all cylinders.
（発明の効果）
本発明に係る■型エンジンによれば、以上説明したよう
に動弁機構を著しく簡単化することが出来るのに加えて
、吸気ボート及び／又は排気ポートが長くなるので吸気
マニホールド及び／又は排気マニホールドを小型化する
ことが出来る。(Effects of the Invention) According to the type III engine according to the present invention, in addition to being able to significantly simplify the valve mechanism as explained above, the intake boat and/or exhaust port are longer, so the intake manifold And/or the exhaust manifold can be downsized.
更に、全部の気筒について吸気ボート及び／又は排気ポ
ートの長さ・形状が略等しくなるので、気筒間の出力の
バラツキがなくなり、トルク変動やエンジン振動の面で
大幅に改善される。Furthermore, since the length and shape of the intake boats and/or exhaust ports are approximately the same for all cylinders, variations in output between cylinders are eliminated, and torque fluctuations and engine vibrations are significantly improved.
（実施例） 以下、本発明の実施例を図面に基いて説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.
本実施例の■型エンジンＥは４気筒挟角Ｖ型エンジンで
あり、この■型エンジンＥにおいては第１図・第２図に
示すように共通のシリンダブロック１内に左側バンクの
２本の気筒２ａ・２Ｃと右側バンクの２本の気筒２ｂ・
２ｄが交互に千鳥状に形成され、上記気筒２ａ・２Ｃの
中心線と気筒２ｂ・２ｄの中心線とのなす正面視の開角
は約１５゛である。但し、この開角は約１５〜２５°程
度の範囲であることが望ましい。The ■-type engine E of this embodiment is a 4-cylinder narrow-angle V-type engine. In this ■-type engine E, as shown in FIGS. Cylinder 2a, 2C and two cylinders 2b, on the right bank.
2d are alternately formed in a staggered manner, and the opening angle in front view between the center lines of the cylinders 2a and 2C and the center lines of the cylinders 2b and 2d is about 15 degrees. However, this opening angle is preferably in a range of about 15 to 25 degrees.
上記シリンダブロック１の上面には左右バンクに共通の
シリンダヘッド３が装着され、各気筒２に装着されたピ
ストン４の上面と気筒２の内周面とシリンダヘッド３の
下面とで燃焼室が形成されている。A cylinder head 3 common to the left and right banks is attached to the upper surface of the cylinder block 1, and a combustion chamber is formed by the upper surface of the piston 4 attached to each cylinder 2, the inner peripheral surface of the cylinder 2, and the lower surface of the cylinder head 3. has been done.
尚、本実施例の場合、シリンダヘッド３の一部が気筒２
の上部に僅かに突出しているが、シリンダヘッド３の下
面は平面的に形成してもよく、その場合ピストン４の上
端面がシリンダヘッド３の下面と平行となるように形成
してもよい。In the case of this embodiment, a part of the cylinder head 3 is connected to the cylinder 2.
The lower surface of the cylinder head 3 may be formed flat, and in that case, the upper end surface of the piston 4 may be formed parallel to the lower surface of the cylinder head 3.
上記各気筒２の燃焼室に連通ずる吸気ボート５及び排気
ポート６がシリンダヘッド３内に形成され、各吸気ボー
ト５は吸気弁７で開閉される吸気開口部５ａで燃焼室に
連通され、各排気ポート６は排気弁８で開閉される排気
開口部６ａで燃焼室に連通される。An intake boat 5 and an exhaust port 6 that communicate with the combustion chamber of each cylinder 2 are formed in the cylinder head 3, and each intake boat 5 communicates with the combustion chamber through an intake opening 5a that is opened and closed by an intake valve 7. The exhaust port 6 communicates with the combustion chamber through an exhaust opening 6a that is opened and closed by an exhaust valve 8.
上記第１気筒２ａ・第２気筒２ｂ・第３気筒２Ｃ・第４
気筒２ｄの４個の吸気弁７と４個の排気弁８とを共通の
１本のカム軸９で直接駆動することが出来るように、左
側バンクの第１気筒２ａと第３気筒２Ｃの吸気開口部５
ａ及び排気開口部６ａはクランク軸（図示略）と平行に
１列に配設され、右側バンクの第２気筒２ｂと第４気筒
２ｄの吸気開口部５ａ及び排気開口部６ａはクランク軸
と平行に１列に配設され、左側バンクの吸気弁７と排気
弁８の弁リフト方向（弁軸の方向）が平行で且つクラン
ク軸軸心を含む鉛直面に対して同一傾斜角をなすように
吸気開口部５ａと排気開口部６ａが形成され、右側バン
クの吸気弁７と排気弁８の弁リフト方向が平行で且つ上
記鉛直面に対して同一傾斜角をなすように吸気開口部５
ａと排気開口部６ａが形成されている。The above first cylinder 2a, second cylinder 2b, third cylinder 2C, fourth cylinder
In order to directly drive the four intake valves 7 and four exhaust valves 8 of the cylinder 2d by one common camshaft 9, the intake valves of the first cylinder 2a and the third cylinder 2C of the left bank are Opening 5
a and the exhaust openings 6a are arranged in a row parallel to the crankshaft (not shown), and the intake openings 5a and exhaust openings 6a of the second cylinder 2b and the fourth cylinder 2d of the right bank are parallel to the crankshaft. The intake valves 7 and exhaust valves 8 of the left bank are arranged in a row so that the valve lift directions (valve shaft directions) are parallel and form the same inclination angle with respect to the vertical plane containing the crankshaft axis. An intake opening 5a and an exhaust opening 6a are formed, and the intake opening 5 is arranged so that the valve lift directions of the intake valve 7 and the exhaust valve 8 of the right bank are parallel and make the same inclination angle with respect to the vertical plane.
a and an exhaust opening 6a are formed.
そして、第１〜第４気筒２ａ〜２ｄの４本の吸気弁７と
４木の排気弁８は、シリンダヘッド３の上部の左右方向
中央部にクランク軸と平行に配設された共通の１本のカ
ム軸９で直接駆動されるようになっている。The four intake valves 7 and the four exhaust valves 8 of the first to fourth cylinders 2a to 2d are connected to a common valve 7 located at the center of the upper part of the cylinder head 3 in the left-right direction and parallel to the crankshaft. It is designed to be directly driven by the camshaft 9 of the book.
次に、全部の気筒２について、吸気ボート５を極力長く
且つ同一ボート長及び同一ボート形状にするとともに、
排気ポート６を同一ボート長及び同一ボート形状にする
ため、次のように吸気ボート５及び排気ポート６の配置
及び方向に工夫が凝らされている。Next, for all the cylinders 2, the intake boats 5 are made as long as possible and have the same boat length and boat shape, and
In order to make the exhaust ports 6 have the same boat length and the same boat shape, the arrangement and direction of the intake boats 5 and the exhaust ports 6 are designed as follows.
第２図に示すように、左側バンクの第１気筒２ａと第３
気筒２ｃの吸気ボート５はシリンダヘッド３の右側面ま
で延ばしてそこに開口され、右側バンクの第２気筒２ｂ
と第４気筒２ｄの吸気ボート５は左側バンクのシリンダ
ヘッド３の左側面まで延ばしてそこに開口され、これら
開口部に吸気マニホールド１０が接続される。As shown in Fig. 2, the first cylinder 2a and the third cylinder of the left bank
The intake boat 5 of the cylinder 2c extends to the right side of the cylinder head 3 and is opened there, and the intake boat 5 of the cylinder 2c extends to the right side of the cylinder head 3 and is opened there.
The intake boat 5 of the fourth cylinder 2d extends to the left side of the left bank cylinder head 3 and opens there, and the intake manifold 10 is connected to these openings.
各排気ポート６は、本実施例の場合その排気開口部６ａ
が属するバンク側のシリンダヘッド３の側面まで延ばし
てそこに開口され、これら開口部に排気マニホールド１
１が接続される。In this embodiment, each exhaust port 6 has its exhaust opening 6a.
The exhaust manifold 1 is extended to the side of the cylinder head 3 on the bank side to which it belongs and is opened there.
1 is connected.
そして、第１気筒２ａと第２気筒２ｂにおいては吸気開
口部５ａと排気開口部６ａとが前後に配置されるととも
に、第３気筒２Ｃと第４気筒２ｄにおいては排気開口部
６ａと吸気開口部５ａとが前後に配置され、平面視にお
いて第２気筒２ｂの吸気ボート５はその吸気開口部５ａ
に対してそのヘッドサイド開口部５ｂが第３気筒２Ｃ側
へ偏るように約１５°の角度で斜めに形成されるととも
に第２気筒２ｂの排気ポート６はその排気開口部６ａか
ら真直ぐ右方へ向けて形成され、第３気筒２Ｃの吸気ボ
ート５及び排気ポート６は第２気筒２ｂのものと点対称
の関係になるように形成されている。In the first cylinder 2a and the second cylinder 2b, the intake opening 5a and the exhaust opening 6a are arranged in front and behind, and in the third cylinder 2C and the fourth cylinder 2d, the exhaust opening 6a and the intake opening 5a are arranged in front and behind, and in plan view, the intake boat 5 of the second cylinder 2b has its intake opening 5a.
In contrast, the head side opening 5b is formed obliquely at an angle of about 15° so as to be biased towards the third cylinder 2C side, and the exhaust port 6 of the second cylinder 2b is directed straight to the right from the exhaust opening 6a. The intake boat 5 and exhaust port 6 of the third cylinder 2C are formed in a point-symmetrical relationship with those of the second cylinder 2b.
そして、平面視において第１気筒２ａの吸気ボート５は
その吸気開口部５ａに対してそのヘッドサイド開口部５
ｂが第２気筒２ｂ側へ偏るように約１５°の角度で斜め
に形成されるとともに第１気筒２ａの排気ポート６はそ
の排気開口部６ａから真直ぐ左方へ向けて形成され、第
４気筒２ｄの吸気ボート５及び排気ポート６は第１気筒
２ａのものと点対称の関係になるように形成されている
。In plan view, the intake boat 5 of the first cylinder 2a has a head side opening 5 relative to the intake opening 5a.
The exhaust port 6 of the first cylinder 2a is formed to face straight to the left from the exhaust opening 6a of the first cylinder 2a, and the exhaust port 6 of the first cylinder 2a is formed diagonally at an angle of about 15° so that the cylinder b is biased toward the second cylinder 2b. The intake boat 5 and the exhaust port 6 of the cylinder 2d are formed in a point-symmetrical relationship with those of the first cylinder 2a.
尚、第２図の符号１２は点火プラグを装着する為のプラ
グ装着孔であり、符号１３はシリンダヘッド３を固定す
るヘッドボルトである。Note that reference numeral 12 in FIG. 2 is a plug mounting hole for mounting a spark plug, and reference numeral 13 is a head bolt for fixing the cylinder head 3.
次に、以上の構成から得られる作用について説明する。Next, the effects obtained from the above configuration will be explained.
全部の気筒２の吸気弁７及び排気弁８を共通の１本のカ
ム軸９で直接駆動できるようになっているので、動弁機
構が著しく筒車なものとなる。Since the intake valves 7 and exhaust valves 8 of all the cylinders 2 can be directly driven by one common camshaft 9, the valve operating mechanism becomes extremely hour-wheel-like.
各吸気ボート５をその吸気開口部５ａが属するバンクの
反対側バンクのシリンダヘッド３の側部に開口するので
、シリンダヘッド３内で吸気ボート５を十分に長く形成
出来、必要な吸気慣性効果が得られるから、吸気マニホ
ールド１０を小型化することが出来る。Since each intake boat 5 is opened at the side of the cylinder head 3 of the bank opposite to the bank to which the intake opening 5a belongs, the intake boat 5 can be formed sufficiently long within the cylinder head 3, and the necessary intake inertia effect can be achieved. Therefore, the intake manifold 10 can be downsized.
しかも、全部の気筒２について吸気ボート５及び排気ポ
ート６の長さ・形状を同一に設定しているので、気筒２
間の出力のバラツキがなくトルク変動やエンジン振動の
面で改善される。Moreover, since the length and shape of the intake boat 5 and exhaust port 6 are set to be the same for all cylinders 2,
There is no variation in output between the two, and torque fluctuations and engine vibration are improved.
次に、上記実施例を次のように部分的に変更することが
出来る。Next, the above embodiment can be partially modified as follows.
（１） 第３図に示すように、左側バンクの気筒２ａ
・２Ｃの吸気ボート５及び排気ポート６を右側バンクの
方へ延ばしシリンダヘッド３の右側面に開口し、同様に
右側バンクの気筒２ｂ・２ｄの吸気ボート５及び排気ポ
ート６を左側バンクの方へ延ばしシリンダヘッド３の左
側面に開口する。(1) As shown in Figure 3, the left bank cylinder 2a
・Extend the intake boat 5 and exhaust port 6 of 2C toward the right bank and open on the right side of the cylinder head 3, and similarly move the intake boat 5 and exhaust port 6 of cylinders 2b and 2d of the right bank toward the left bank. It opens on the left side of the stretching cylinder head 3.
この場合、４本の吸気ボート５は同一ボート長且つ同一
形状であり、吸気ボート５だけでなく排気ポート６もシ
リンダヘッド３内で十分な長さに形成することが出来る
。In this case, the four intake boats 5 have the same boat length and the same shape, and not only the intake boats 5 but also the exhaust port 6 can be formed to have a sufficient length within the cylinder head 3.
尚、全部の吸気弁７と排気弁８とを第１図の如く共通の
１本のカム軸９で駆動するようにしてもよいし、左側バ
ンクの吸気弁７と排気弁８とを共通の１本のカム軸でま
た右側バンクの吸気弁７と排気弁８とを共通の１本のカ
ム軸で夫々駆動するようにしてもよい。Note that all the intake valves 7 and exhaust valves 8 may be driven by a common camshaft 9 as shown in FIG. Alternatively, the intake valve 7 and exhaust valve 8 of the right bank may be driven by a single camshaft, respectively.
（２） 吸気ボート５は第２図や第３図のように反対
側バンクの方へ延すとともに、両バンクの全部の排気ポ
ート６を左右何れか一方のバンク側へ延ばすことも考え
られる。この場合排気マニホールドが単純化する。(2) It is also conceivable to extend the intake boat 5 toward the opposite bank as shown in FIGS. 2 and 3, and to extend all the exhaust ports 6 of both banks toward either the left or right bank. In this case, the exhaust manifold is simplified.
（３）吸気ボート６は第２図や第３図のように反対側バ
ンクの方へ延すとともに、両バンクの排気ポート６をシ
リンダヘッド３の上部へ導設してシリンダヘッド３の上
面で開口し、シリンダヘッド３の上方に排気マニホール
ドを配設する。(3) The intake boat 6 extends toward the opposite bank as shown in Figures 2 and 3, and the exhaust ports 6 of both banks are guided to the upper part of the cylinder head 3 so that the exhaust port 6 is connected to the upper surface of the cylinder head 3. The cylinder head 3 is opened and an exhaust manifold is disposed above the cylinder head 3.
この場合、排気マニホールド６が単純化して排気抵抗が
小さくなる。In this case, the exhaust manifold 6 is simplified and the exhaust resistance is reduced.
例えば、第１図・第２図に示した■型エンジンＥにおい
て、カム軸９の左右両側の部分がデッドスペースとなっ
ているので、排気ポート６をシリンダヘッド３の側部に
開口させるのに代えてシリンダヘッド３の上部に開口し
、左側バンクの排気マニホールドを左側のデッドスペー
スにまた右側バンクの排気マニホールドを右側のデッド
スペースに夫々配設することも考えられる。For example, in the ■-type engine E shown in FIGS. 1 and 2, the left and right sides of the camshaft 9 are dead spaces, so it is difficult to open the exhaust port 6 to the side of the cylinder head 3. Alternatively, it is also conceivable to open at the top of the cylinder head 3 and arrange the exhaust manifold of the left bank in the dead space on the left and the exhaust manifold of the right bank in the dead space on the right.
図面は本発明の実施例を示すもので、第１図は■型エン
ジンの要部縦断正面図、第２図はシリンダヘッドの横断
面図（第１図ｎ−ｎ線断面図）、第３図は変形例の第２
図相当図である。
Ｅ・・Ｖ型エンジン、 ２・・気筒、 ２ａ〜２ｄ・・
第１〜第４気筒、 ３・・シリンダヘッド、５・・吸気
ボート、 ５ａ・・吸気開口部、６・・排気ポート、
６ａ・・排気開口部、７・・吸気弁、 ８・・排気弁。
特 許 出 願 人 マツダ株式会社前方The drawings show an embodiment of the present invention, and FIG. 1 is a longitudinal sectional front view of the main parts of a ■-type engine, FIG. 2 is a cross-sectional view of the cylinder head (cross-sectional view taken along line nn in FIG. 1), The figure shows the second modification.
It is a figure equivalent figure. E...V-type engine, 2...cylinders, 2a~2d...
1st to 4th cylinders, 3... cylinder head, 5... intake boat, 5a... intake opening, 6... exhaust port,
6a...exhaust opening, 7...intake valve, 8...exhaust valve. Patent applicant Mazda Motor Corporation Forward
Claims (1)
で共通のシリンダヘッド部を形成するとともに、シリン
ダヘッド部に形成される吸気ポート及び排気ポートのシ
リンダ開口部を同一バンクにおいて１列に出力軸方向に
配置したＶ型エンジンにおいて、 上記開口部を開閉する吸気弁及び排気弁を、同一バンク
においてリフト方向が同一方向となるように配置すると
ともに、 上記吸気ポート及び排気ポートの少なくとも一方が、上
記シリンダ開口部より該開口部を備えるバンクと反対側
バンクサイドに延びてシリンダヘッド部外側に開口して
いることを特徴とするＶ型エンジン。(1) A plurality of cylinders are arranged in a narrow V-shape to form a common cylinder head part in the left and right banks, and the cylinder openings of the intake port and exhaust port formed in the cylinder head part are arranged in one row in the same bank. In a V-type engine arranged in the output shaft direction, the intake valve and the exhaust valve that open and close the opening are arranged in the same bank so that their lift directions are the same, and at least one of the intake port and the exhaust port is arranged. The V-type engine is characterized in that the cylinder opening extends from the cylinder opening to the bank side opposite to the bank including the opening and opens to the outside of the cylinder head.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7183786A JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7183786A JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62228645A true JPS62228645A (en) | 1987-10-07 |
| JPH0681928B2 JPH0681928B2 (en) | 1994-10-19 |
Family
ID=13472051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7183786A Expired - Fee Related JPH0681928B2 (en) | 1986-03-29 | 1986-03-29 | V type engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0681928B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004033883A1 (en) * | 2002-10-11 | 2004-04-22 | Ygk Co., Ltd. | Narrow-angle v-type engine |
| WO2011147838A3 (en) * | 2010-05-26 | 2012-02-02 | Horex Gmbh | Motorcycle having a compact internal combustion engine |
-
1986
- 1986-03-29 JP JP7183786A patent/JPH0681928B2/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004033883A1 (en) * | 2002-10-11 | 2004-04-22 | Ygk Co., Ltd. | Narrow-angle v-type engine |
| US7219632B2 (en) | 2002-10-11 | 2007-05-22 | Ygk Co., Ltd. | Narrow angle V-type engine |
| KR100734983B1 (en) * | 2002-10-11 | 2007-07-06 | 가부시키가이샤 와이지케이 | Narrow-angle v-type engine |
| WO2011147838A3 (en) * | 2010-05-26 | 2012-02-02 | Horex Gmbh | Motorcycle having a compact internal combustion engine |
| WO2011147840A3 (en) * | 2010-05-26 | 2012-02-16 | Horex Gmbh | Multi-cylinder internal combustion engine |
| US9353652B2 (en) | 2010-05-26 | 2016-05-31 | Kj Ip Verwaltungs Gmbh | Multi-cylinder internal combustion engine |
| US9353651B2 (en) | 2010-05-26 | 2016-05-31 | Kj Ip Verwaltungs Gmbh | Motorcycle having a compact internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0681928B2 (en) | 1994-10-19 |
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| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |